U.S. patent application number 10/307090 was filed with the patent office on 2004-06-03 for diesel emission and combustion control system.
Invention is credited to Shetley, Michael.
Application Number | 20040103859 10/307090 |
Document ID | / |
Family ID | 32392521 |
Filed Date | 2004-06-03 |
United States Patent
Application |
20040103859 |
Kind Code |
A1 |
Shetley, Michael |
June 3, 2004 |
Diesel emission and combustion control system
Abstract
The present invention relates to a system and method for
improving the combustion of diesel fuels within the combustion
chamber of the engine. The invention is capable of reducing
particulate matter emissions, nitrogen oxide emissions, and
hydrocarbon emissions via electronically controlled injection of
liquid solutions/emulsions containing water and a booster fuel into
the intake air of a diesel engine. The booster fuel contained in
the liquid solution/emulsion allows control of fuel ignition and
enhances combustion causing a smooth thorough burning of the
compressed mixture. Cooled air entering the combustion chamber
allows the air exiting the combustion chamber to have an increased
heat capacity. Increased heat capacity reduces flame temperatures
within the cylinder. The combination results in a longer burn with
a lower temperature and lower peak pressure in the combustion
chamber. As a result PM, HC and NOx emissions are improved for a
specified diesel engine power level.
Inventors: |
Shetley, Michael;
(Okeechobee, FL) |
Correspondence
Address: |
MCHALE & SLAVIN, P.A.
2855 PGA BLVD
PALM BEACH GARDENS
FL
33410
US
|
Family ID: |
32392521 |
Appl. No.: |
10/307090 |
Filed: |
November 29, 2002 |
Current U.S.
Class: |
123/25J |
Current CPC
Class: |
F02M 25/0225 20130101;
Y02T 10/12 20130101; F02B 43/08 20130101; F02B 47/02 20130101; F02B
3/06 20130101; Y02T 10/32 20130101; Y02T 10/30 20130101; F02M
25/028 20130101; F02M 25/0228 20130101; Y02T 10/121 20130101 |
Class at
Publication: |
123/025.00J |
International
Class: |
F02B 047/00 |
Claims
What is claimed is:
1. A method as practiced on a diesel engine for reducing nitrogen
oxide, hydrocarbon, and particulate emissions during operation of
said engine, with said engine having at least one combustion
chamber, comprising: advancing air into said combustion chamber;
injecting a liquid into said air as it advances into said
combustion chamber, wherein said liquid is selected from the group
consisting of water, alcohol or combinations thereof and a booster
fuel; injecting a fuel into said combustion chamber; and
compressing a mixture which includes said air, said liquid and said
fuel within said combustion chamber during a compression stroke of
said engine, whereby heat generated by compression of said mixture
causes combustion of said booster fuel and said fuel; whereby said
injected liquid reduces flame temperatures within said combustion
chamber allowing control of ignition delay and combustion duration,
resulting in a reduction in particulate matter emission,
hydrocarbon emission, and nitrous oxide emission.
2. A method in accordance with claim 1 wherein: said engine
includes a cylinder which defines said combustion chamber, and an
air intake conduit in fluid communication with said cylinder; said
liquid injection step includes a liquid supply tank, a liquid
injector operatively positioned within said intake conduit, and a
control module for operative control of said liquid injector so as
to cause said liquid to be injected as a superfine atomized spray
into said air advancing into said combustion chamber during an
intake stroke of said engine.
3. A method in accordance with claim 1 wherein said injected liquid
is a solution.
4. A method in accordance with claim 1 wherein said injected liquid
is an emulsion.
5. A method in accordance with claim 4 wherein said emulsion
further contains a surfactant for maintaining a homogenous
mixture.
6. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
comprising: a injector attachment means, constructed and arranged
for attachment to the intake conduit of said diesel engine; a
liquid supply tank constructed and arranged to contain a supply of
a liquid; a liquid injector in fluid communication with said supply
tank, said liquid injector constructed and arranged for cooperative
engagement with said attachment means; and an electric control
module in communication with said liquid injector, said control
module constructed and arranged for operative control of said
liquid injector.
7. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 6 wherein said liquid injector further comprises a nozzle
having at least one orifice.
8. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 7 wherein said liquid injector nozzle produces a superfine
atomized spray when said liquid injector is actuated.
9. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 6 wherein said liquid injector actuates within about 0.05
milliseconds.
10. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 6 wherein said liquid injector injects about 0.1 cubic
inches of liquid solution when actuated.
11. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 7 wherein said injector attachment means further comprises
an injector socket, said injector socket having a plurality of
internal bores constructed and arranged for locating and attaching
said liquid injector to said intake conduit so that said liquid
injector nozzle is in fluid communication with intake air flowing
through said intake conduit.
12. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 6 wherein said electric control module actuates said
liquid injector in about 0.05 milliseconds.
13. A nitrogen oxide, hydrocarbon, and particulate emission
reduction kit for installation on a new or existing diesel engine
of claim 6 wherein said electric control module timingly actuates
said liquid injector from one to twenty times per second.
Description
FIELD OF THE INVENTION
[0001] This invention relates to a device and method for improving
the combustion of diesel fuels to reduce nitrogen oxide emissions
and hydrocarbon emissions via electronically controlled injection
of liquid solutions/emulsions containing water and a booster fuel
into the intake air of a diesel engine.
BACKGROUND OF THE INVENTION
[0002] Diesel engines have a number of important advantages over
gasoline engines. They provide reliability, long life, and good
fuel economy, and are expected to remain the dominant heavy-duty
transport power plants for several years. However, diesel engines
present some emission problems that are more severe than their
gasoline counterparts. Diesel engine exhaust is a principle
deterrent to the more wide spread use of these power plants. Diesel
emission problems generally relate to Nitrogen Oxides (NOx),
particulate matter (PM), hydrocarbons (HC) and carbon monoxide (CO)
discharged into the air within the exhaust gasses. It is desired to
minimize these emissions due to their negative effects on the
environment.
[0003] This invention relates to a method of improving the
combustion of diesel fuel within the combustion chamber of the
engine to improve exhaust emissions and reduce fuel consumption.
More particularly, the invention reduces HC, and NOx emissions
being expelled from the exhaust by causing a more uniform burning
of the diesel fuel.
[0004] It is known that the formation of emissions such as NOx can
be reduced by adding water to the combustion process of an internal
combustion engine. This phenomenon is based on the cooling effect
of the added water, and there is a considerable amount of prior art
in the field. Much of the prior art has concentrated on introducing
larger quantities of water to the engine in efforts to further
reduce NOx emissions. While the prior art has been successful in
reducing NOx and HC emissions, the prior art has not achieved the
level of reductions achieved by the instant invention.
[0005] In practice, the injection of water into an engine has
typically been accomplished in two alternative methods. The first
method involves introducing the water through an inlet air passage,
where the vacuum of the engine draws the air water mixture into the
cylinder, e.g. humidification. The second method involves injecting
the water directly into the cylinder of the engine, e.g. direct
injection. Each of these methods, as practiced with the prior art,
have their own disadvantages with respect to emissions.
[0006] Various apparatus have been proposed for humidifying air
entering the engine. It has been proposed to inject water and/or
steam into the flow of inlet air at various locations along the
intake air path. With humidification only water that remains in a
gaseous state will be drawn into the cylinder with the incoming
air. The maximum quantity of water that can be introduced into the
combustion chamber using this method is limited to saturation of
the incoming air. The injection nozzles utilized by the prior art
created small droplets of water that could not be fully vaporized
by the intake air flow, resulting in unsatisfactory saturation of
the intake air. Efforts to increase vaporization of the droplets
have relied on steam or low pressure to increase the water content
of the air/fuel mixture for combustion. However, the power output
of the engine suffers when the pressure of the incoming air is
reduced or the air temperature is increased to allow feeding a
greater quantity of water.
[0007] Alternatively, a large quantity of water may be injected
into the combustion chamber using direct injection. When water is
injected directly into the combustion chamber of an engine, the
injection usually takes place during the compression stroke either
before and/or during the combustion process. The heat of the
combustion chamber is used to vaporize the small droplets of water.
However, engine power suffers when large quantities of water are
introduced directly to the combustion chamber. The water over-cools
the compressed air/fuel mixture and reduces the pressure within the
cylinder. The reduced pressure delays the start of combustion of
the air/fuel mixture resulting in increased HC and PM emissions
being discharged from the engine.
[0008] It is also known that the addition of a secondary fuel can
aid in the combustion of the primary fuel. There is a considerable
amount of prior art in this field, however, much of the effort has
concentrated on the addition of gaseous fuels such as natural gas,
methane gas, liquid petroleum gas or others. Controlling the amount
of the two fuels entering the combustion chamber has proven
difficult with this method. The non-linearity of pump
characteristics and the widely varying loads of such vehicles as
transport vehicles, agricultural vehicles and heavy motorized
equipment have required extremely precise mixing and injection
techniques to produce an acceptable torque output from the
engine.
[0009] Liquid additives are also commonly added to tanks of diesel
fuel to prevent corrosion, boost the cetane rating or to condition
the fuel to prevent freezing. This method requires the operator to
guess how much additive the fuel will need before operation. After
the additive is poured into the fuel changing the mixture for
different driving conditions is extremely difficult.
[0010] Accordingly, a cost effective, reliable and versatile system
for improving combustion and reducing emissions from diesel fuels
that can be easily adapted to existing diesel engines without
extensive modification would satisfy a long felt need in the
art.
DESCRIPTION OF THE PRIOR ART
[0011] U.S. Pat. No. 5,148,776 teaches a coordinated water
injection system for an internal combustion engine in which a
computer calculates the minimum fuel requirements to meet the power
demand and the water requirements to achieve smooth operation
without engine knock or pre-ignition.
[0012] U.S. Pat. No. 6,415,745 discloses a method of reducing NOx
emissions of a four-stroke turbo-charged piston engine by injecting
water or steam into the combustion chamber of the engine. The
injection of water is initiated after the intake valve has moved
through 50% of its total range of opening.
[0013] Air humidification devices in the prior art have suffered
from an inability to fully saturate the intake air without lowering
pressure and/or raising temperature of the incoming air. As a
result these devices have failed to adequately reduce emissions
without detrimental effects to power output of the engine. Direct
injection devices have overcooled the combustion chamber and caused
difficulty with igniting the compressed fuel charge. Due to the
difficulties combusting these mixtures, the amount of particulate
matter released from the engine is significantly increased.
[0014] U.S. Pat. No. 5,809,774 discloses a process for delivering a
fuel and a reagent to an engine and a selective catalytic reduction
device for controlling emissions from an engine. Proper operation
of this device requires fuel, water and a NOx reducing agent, e.g.
urea, to be mixed into an emulsion. Before the emulsion enters the
engine, the fuel is separated from the water/urea mixture. The fuel
is fed to the engine and the water/NOx reducing agent is fed to a
catalyst reduction device. The hot exhaust gases are then allowed
to flow through the catalyst reduction device where the water/NOx
reducing agent, in combination with the catalyst, reduces the
amount of NOx contained in the exhaust gas before discharging the
exhaust to the air.
[0015] Water combined with ammonia or urea tends to lower the
cetane rating of the fuel compounding the difficulty with ignition.
Lower cetane fuels take longer to ignite than high cetane fuels and
when they do ignite they generate an extreme pressure rise within
the combustion chamber. This pressure rise indicates explosive
combustion or detonation; the cause of loud knocking often heard
from engines utilizing these devices.
[0016] U.S. Pat. No. 4,412,512 teaches a fuel supply system in
which oil and water are mixed to form an emulsion which is
delivered through a conduit having an agitation means to a nozzle
or other atomizing means at which combustion occurs.
[0017] U.S. Pat. No. 6,397,826 teaches a fuel emulsion injection
system. This system combines fuel, water and a surfactant into an
emulsion and directly injects it into the engine. Unused fuel is
forced through a cooler before returning to the tank.
[0018] Fuel and water emulsions create a variety of problems in
use. Emulsions quickly separate without agitation or the addition
of a surfactant. Emulsions utilizing a surfactant tend to separate
at higher temperatures as the surfactant loses its effectiveness.
Emulsions also tend to gel or freeze at higher temperatures than
pure fuel.
[0019] U.S. Pat. No. 6,386,149 teaches a method of operating an
engine with a mixture of gaseous fuel and emulsified pilot fuel to
reduce nitrogen oxide emissions.
[0020] U.S. Pat. No. 6,439,192 discloses a gaseous and liquid fuel
injection valve body that houses two separate concentric valve
assemblies. The gaseous fuel valve assembly controls the injection
of gaseous fuel into the combustion chamber, and the liquid fuel
valve controls the injection of liquid fuel into the combustion
chamber. One of the valve nozzles is rotatable to change the
position of the liquid fuel holes in respect to the gaseous fuel
holes to tune the injection of the two fuels for the best
combustion.
[0021] Adjustment of this type of device is difficult. Variations
in the two fuels combined with varying load conditions of most
engines require constant adjustment to cause an efficient burn of
the mixtures. These devices are more suited for constant load
engines.
[0022] None of the prior art patents disclose an injection device
capable of producing a superfine atomization for saturating the air
entering a diesel engine. Nor do they suggest injection of a
solution of water and/or alcohol combined with a booster fuel to
control combustion and cause a longer, thorough burn of the primary
fuel throughout the combustion cycle to control emissions.
SUMMARY OF THE INVENTION
[0023] It is known that while NOx emissions can be reduced by
injecting water into a diesel engine, it can also quench combustion
causing some emissions to increase. It is also known that secondary
fuels can be added to diesel fuels to aid in their combustion. The
present invention provides a system and method for injecting
solutions/emulsions combining water/alcohol and a booster fuel to
control the combustion of diesel fuels and reduce emission
output.
[0024] In operation, the liquid solution/emulsion flows from a tank
through a conduit and enters an injector mounted onto the intake
air duct of an engine. An electrical control module causes the
injector to force the liquid solution/emulsion through a nozzle at
high pressure to create a superfine atomized spray which is
directed into the air flowing through the intake air duct. The
intake air is cooled and saturated with the liquid solution prior
to being drawn into the combustion chamber. Fuel is injected into
the combustion chamber ahead of top dead center to allow the
air/fuel/liquid solution mixture time to be heated during
compression in order for proper ignition to begin. This time
allowance is called the ignition delay and is crucial to the
correct operation of the engine. The booster fuel contained in the
liquid solution/emulsion allows control of fuel ignition and
enhances combustion causing a smooth thorough burning of the
compressed mixture. Cooled air entering the combustion chamber
allows the air exiting the combustion chamber to have an increased
heat capacity. Increased heat capacity reduces flame temperatures
within the cylinder. The combination results in a longer burn with
a lower temperature and lower peak pressure in the combustion
chamber. As a result PM, HC and NOx emissions are improved for a
specified diesel engine power level.
[0025] Accordingly, it is an objective of the present invention to
provide a method for reducing PM emissions, HC emissions and NOx
emissions expelled from the exhaust of a diesel engine by injecting
a superfine atomized liquid solution/emulsion into the flow of air
entering the engine.
[0026] It is a further objective of the present invention to
provide a method for reducing PM emissions, HC emissions and NOx
emissions expelled from the exhaust of a diesel engine by injecting
a superfine atomized liquid solution/emulsion, containing water
and/or alcohol and a booster fuel, into the flow of air entering
the engine.
[0027] It is another objective of the present invention to provide
a device capable of lowering combustion temperatures and regulating
the burn time of the fuel charge within the combustion chamber of a
diesel engine by injecting a superfine atomized liquid
solution/emulsion into the flow of air entering the engine.
[0028] It is a further objective of the present invention to
provide a device for reducing PM emissions, HC emissions, and NOx
emissions expelled from the exhaust of a diesel engine that can be
easily installed on existing equipment.
[0029] It is yet another objective of the present invention to
provide a liquid injection kit capable of delivering a superfine
atomized mist into the intake air flow of an engine that can be
easily installed on existing diesel engines to reduce PM emissions,
HC emissions, and NOx emissions expelled from the engine.
[0030] It is still yet another objective of the present invention
to provide a liquid injection kit which is inexpensive to
manufacture and which is simple and reliable in operation.
[0031] It is still yet another objective of the present invention
to provide a liquid injection kit which is simple to install and
which is ideally suited for original equipment and after market
installations on diesel engines.
[0032] Other objectives and advantages of this invention will
become apparent from the following description taken in conjunction
with the accompanying drawings wherein are set forth, by way of
illustration and example, certain embodiments of this invention.
The drawings constitute a part of this specification and include
exemplary embodiments of the present invention and illustrate
various objects and features thereof.
BRIEF DESCRIPTION OF THE FIGURES
[0033] FIG. 1 is a partial section view of a diesel engine
illustrating one embodiment of the present invention;
[0034] FIG. 2 is a section view along section line 1-1 of FIG. 1
showing the liquid solution injector and the universal injector
socket attached to the intake duct of a diesel engine.
[0035] FIG. 3 is a comparative chart illustrating the improvement
in hydrocarbon emissions for a 1996 Mack truck having a six
cylinder diesel engine utilizing the present invention.
[0036] FIG. 4 is a comparative chart illustrating the improvement
in NOx emissions for a 1996 Mack truck having a six cylinder diesel
engine utilizing the present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0037] Although the invention is described in terms of a preferred
specific embodiment, it will be readily apparent to those skilled
in this art that various modifications, rearrangements and
substitutions can be made without departing from the spirit of the
invention. The scope of the invention is defined by the claims
appended hereto.
[0038] In order to alleviate the problems associated with NOx, PM,
and HC emissions from diesel engines, and due to the unsuitability
of the prior art to be installed on pre-existing equipment without
extensive modification to the equipment, the present invention
utilizes an electrically controlled liquid solution injection
system 100 as set forth in FIG. 1.
[0039] In accordance with FIG. 1, the diesel engine 2 embodying the
present invention has at least one and typically a plurality of
combustion chambers 4 with a piston 6 reciprocatively disposed in
each of the combustion chambers 4 and operatively connected to a
crankshaft, not shown. An injector 8 is located within each
combustion chamber 4 for injecting diesel fuel into the combustion
chamber 4. A tank 14 for holding a supply of the liquid can be
mounted at any convenient location on the vehicle. In the preferred
embodiment the tank is mounted within the engine compartment at a
height that allows the liquid to gravity feed through a supply line
18 to the liquid injector 10. In the preferred embodiment the
liquid injector 10 is mounted prior to the turbo-charger 16 of the
engine 2. The liquid injector 10 is mounted within a universal
socket 11. The universal socket 11 is constructed and arranged to
accommodate a variety of injector bodies. The size and shape of the
injector body may vary based on the volume of liquid injected per
spray cycle. The preferred embodiment utilizes a high performance
injector generally used for racing applications. The liquid
injector 10 in the preferred embodiment is capable of fast
actuation and delivering about 0.10 cubic inches of fluid per spray
cycle. The nozzle of liquid injector 10 is constructed and arranged
to produce a superfine atomized spray of liquid when actuated. An
electric control module 20 is constructed and arranged to
communicate with the liquid injector 10. The electric control
module 20 adjustably and timingly cycles the liquid injector 10. In
the preferred embodiment the electric module 20 causes the liquid
injector 10 to cycle about once every second. One spray cycle of
liquid injector 10 can be completed in about 0.05 milliseconds.
During actuation, the volume of liquid contained in liquid injector
10 is forced at high pressure through the nozzle causing a
superfine atomized spray to be directed into the intake air stream.
The superfine spray is easily vaporized by the passing intake air
and easily combusted within the combustion chamber 4. The liquid
may be comprised of various combinations of water and/or alcohol
and a booster fuel and may be a solution or an emulsion. The
combination of the solution/emulsion can be varied to control the
ignition delay and duration of the combustion cycle based on the
desired results. For example, where the injection of large amounts
of water are desired, the amount of booster fuel in the solution
can be increased to reduce the quenching effect of the water. In
the preferred embodiment the liquid is a solution containing about
48 parts water and about 1 part booster fuel. A variety of booster
fuels are available and well known in the art to alter the
combustion characteristics of diesel fuel. A suitable emulsifier or
emulsion stabilizer known to the skilled artisan, for example
alkanolamides and phenolic surfactants such as ethoxylated
alkyphenols, as well as other phenolic and other art known
surfactants, may be added to the emulsion to aid in maintaining a
homogenous mixture. Those skilled in the art can determine the
proper combination of booster fuel and water/alcohol needed for a
particular application by routine experimentation.
[0040] It is also anticipated that the liquid injector can be
mounted in other places along the intake air flow such as: after a
turbo-charger, before or after an inter-cooler, in an air inlet
chamber and/or inlet passage, before or after a supercharger, or
within the cylinder.
[0041] In another alternative embodiment the tank 14 may be mounted
in a remote location or a location where gravity feed of the liquid
solution is not possible. In those situations a pump may be
utilized to force the liquid solution through the supply line 18 to
the liquid injector 10.
[0042] In a further embodiment of the present invention the engine
operator may have a control mechanism to adjust the timing of
electric module 20. The adjustment provided by the operator could
vary the amount of liquid sprayed into the engine by the liquid
injector 10.
[0043] FIG. 2 shows the liquid injector 10 installed within the
universal injector socket 11. The universal injector socket 11 is
constructed and arranged for suitable attachment to nipple 22.
Thread engagement is the preferred method of attachment but other
attachment means well known in the art may be used. The universal
injector socket 11 is constructed of aluminum in the preferred
embodiment but may be constructed of other suitable materials which
may include but should not be limited to rubber, plastic, metal,
phenolic, fiber-glass or combinations thereof. The universal
injector socket 11 has a plurality of internal bores centrally
located for locating, protecting and attaching a suitable liquid
injector 10. The nipple 22 in the preferred embodiment is
constructed of aluminum, but may be constructed of other suitable
materials which may include but should not be limited to rubber,
plastic, metal, phenolic, fiber-glass or combinations thereof. The
nipple 22 should be suitably attached to the intake air duct 24 by
any suitable method which is well known in the art which may
include but should not be limited to welding, epoxying or glueing.
The nipple 22 being generally tubular in shape and having an
internal bore, the bore extending through the generally tubular air
intake duct 24 so that injector 10 is in fluid connection with
intake air entering the engine.
[0044] In FIG. 3, the measurement of test time in seconds is
represented by axis A and the hydrocarbon (HC) exhaust output in
parts per million is represented by axis B. The figure shows the
hydrocarbon output of a 1996 Mack truck having a six cylinder
diesel engine started with an ambient temperature of approximately
85.degree. F. The engine was started and throttled to maintain
approximately 1700 RPMs throughout the test. The relative output of
hydrocarbons for the Mack truck running on diesel without injection
of any water or booster fuel is denoted by curve 1. Curve 1 is
marked on the graph with a hollow circle. The relative output of
hydrocarbons for the Mack truck running on diesel with water
injection only is denoted by curve 2. Curve 2 is marked on the
graph with a hollow triangle. The relative output of hydrocarbons
for the Mack truck running on diesel with the injection of a
combination of water/booster or booster fuel is denoted by curve 3.
Curve 3 is marked on the graph by a hollow square.
[0045] In FIG. 4, the measurement of test time in seconds is
represented by axis A and the NOx exhaust output in parts per
million is represented by axis B. The figure shows the NOx output
of a 1996 Mack truck having a six cylinder diesel engine started
with an ambient temperature of approximately 85.degree. F. The
engine was started and throttled to maintain approximately 1700
RPMs throughout the test. The relative output of NOx for the Mack
truck running on diesel without injection of any water or booster
fuel is denoted by curve 1. Curve 1 is marked on the graph with a
hollow circle. The relative output of NOx for the Mack truck
running on diesel with water injection only is denoted by curve 2.
Curve 2 is marked on the graph with a hollow triangle. The relative
output of NOx for the Mack truck running on diesel with the
injection of a combination of water/booster or booster fuel is
denoted by curve 3. Curve 3 is marked on the graph by a hollow
square.
[0046] As can be plainly seen by examination of graphs 3 and 4 the
present invention provides a method of improving the combustion of
diesel fuel within the combustion chamber of the engine to improve
exhaust emissions and reduce fuel consumption. More particularly,
the present invention significantly decreased HC, and NOx emissions
being expelled from the exhaust by causing a more uniform burning
of the diesel fuel. Without the present invention the same diesel
engine, running under the same load conditions, at the same RPM,
and started at the same ambient temperature, emitted significantly
larger amounts of both pollutants.
[0047] It is to be understood that while a certain form of the
invention is illustrated, it is not to be limited to the specific
form or arrangement of parts herein described and shown. It will be
apparent to those skilled in the art that various changes may be
made without departing from the scope of the invention and the
invention is not to be considered limited to what is shown and
described in the specification and drawings.
* * * * *